Multimodal renewable energy

ABSTRACT

Methods and systems for substantially continual electrical power generation for a moving vehicle are disclosed herein. According to the various embodiments discussed herein, the battery range can be increased significantly using a variety of energy sources. The energy sources are configured to facilitate continual electricity generation based on: (i) one or more generators positioned around predetermined vehicle parts; (ii) wind energy created by the motion of the vehicle in relation to the surrounding medium, and (iii) solar energy. According to an embodiment, the system for continual electrical power generation in a moving vehicle comprises a generator having a coil-and-magnet arrangement around one or more vehicle components/modified components. In another embodiment, the system comprises an energy generator for converting solar energy and wind energy into electricity.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of and claims priority from U.S. patentapplication Ser. No. 16/923,905 filed on Jul. 8, 2020 which claimspriority to Provisional Patent Application No. 62/875,785 filed on Jul.18, 2019, the entire disclosure of which is part of the disclosure ofthe present application and is hereby incorporated by reference in itsentirety.

BACKGROUND

The present invention relates to electricity generation and, inparticular, to providing a continual source of electricity for anelectric or a hybrid vehicle.

Use of renewable energy sources is increasing because of the limitedsupply of non-renewable energy sources such as coal, petroleum productsand other hydrocarbon energy sources. Renewable energy sources areenvironmentally friendly and practically unlimited in supply.

Photovoltaic systems use solar radiation—both direct and scatteredsunlight—to create electrical energy. The basic building blocks of aphotovoltaic system are solar/photovoltaic cells. The cells typicallyconsist of semiconductor materials that convert light into electricity.In order to increase power output, a plurality of cells can beinterconnected to form panels or modules. The panels are typically flat.Several modules can be installed in a rack to form a photovoltaic array.Photovoltaic systems further include mounting racks and hardware for thepanels, wiring for electrical connections, and power conditioningequipment, including inverters and optional batteries for electricitystorage. The energy conversion efficiency or ECE (η) of the cells is thepercentage of the incident photon energy in the form of sunlight or anyother source of light that is converted to electrical energy. When aphoton penetrates a photovoltaic cell, it can produce an electron-holepair. The pair generated contribute to the current produced by the cell.

Electrical generators convert mechanical energy into electrical energy.Conventional power generation utilizes non-renewable energy sources assources of mechanical energy. Steam turbines, gas turbines or internalcombustion engines convert mechanical energy to generate electricity.Wind turbines convert the wind's kinetic energy into electrical energy.The smallest turbines are used for applications such as battery chargingfor auxiliary power for boats or powering traffic warning signs.

Electromagnetic induction is the production of voltage or electromotiveforce due to a change in the magnetic field. When an electric conductoris constantly moving within a static magnetic field, electromagneticinduction can be generated. A stationary magnet and an electric coilrevolving around the magnet or vice versa are the principle componentsof an induction generator.

SUMMARY

The present invention is directed to systems and methods for continuallycharging a battery of an electric vehicle (EV) or a hybrid vehiclehaving a gasoline engine and electric motor. Currently, many hybrid orlight-duty EVs are configured to complete a range of between 200-300miles on a single charge. According to the various embodiments discussedherein, the battery range can be increased significantly using a varietyof energy sources. The energy sources are configured to facilitatecontinual electricity generation based on: (i) one or more inductiongenerators positioned around predetermined vehicle parts; (ii) windenergy created by the motion of the vehicle in relation to thesurrounding medium, and (iii) solar energy. Similar techniques can alsobe used in watercrafts and amphibious vehicles, wherein the relativemotion between the vehicle and the water can be utilized to continuallygenerate electricity.

The induction generators (“generators”) can be configured to be placedon or around predetermined areas under the vehicle and inside thewheels. Wind energy and solar energy can be harvested through a platformon top of the vehicle, over the hood, over the trunk, and even the sidesof the vehicle including the footboard.

In one embodiment, in a rear wheel drive vehicle, the power shaft can beconfigured to be inlaid with a plurality of/multiple magnets and a coilcan be wound around the shaft but not touching it and attached to thechassis. Since there is no friction between the magnets and the coil,very little extra energy is utilized, and the energy created can bestored in the battery to increase its range.

In front wheel drive vehicles, the rear wheels are passive and attachedto independent suspension. In another embodiment, these rear wheels canbe configured to have a novel coil and magnet arrangement whereinmultiple magnets attached to the wheel can turn around a fixed coil. Aslong as there is no contact between the coils and the magnets, theexcess energy created can be stored in the battery to increase itsrange, without significant additional energy used to create it.

In yet another embodiment, a system for continual electrical powergeneration in a moving vehicle involves harnessing wind energy and solarenergy through a platform on top of the vehicle, over the hood, over thetrunk, and even the sides of the vehicle including the footboard. In aspecific embodiment, a hybrid solar and wind energy generator isprovided. The energy generator includes a housing having; a photovoltaicunit arranged along a top surface of the housing; and a multilayer windenergy unit arranged along an inside surface of the base of the housing,wherein a plurality of fan-like devices is arranged along a base of thehousing, wherein each device includes one or more blades, and below thisis the energy harvesting chamber.

The photovoltaic unit includes a three-dimensional photovoltaic panel.The photovoltaic panel includes a plurality of recesses and a centralprotrusion. A plurality of photovoltaic cells are arranged along thecentral protrusion and a plurality of light reflectors are arrangedalong the side walls, or vice versa.

Each wind energy unit comprises: a fan compartment, a generator box, anda central disk wherein the central disk separates the fan compartmentfrom the generator box; and a base. The fan compartment has: a pluralityof slat panels arranged at least along its front end, and wherein eachof the slats is oriented such that when the vehicle is moving, incomingair is directed to only one side. In a typical setting the incoming airis directed to the left of the housing so that the fan blades turnclockwise. At the back of the housing there are spring loaded windowswhich opens proportionate to the speed of the vehicle. On the right sideof the housing the windows are mostly open to allow the air to get outafter it has rotated the fan blades. The one or more fan blades areaffixed to a rotating ring, wherein the rotating ring is arranged abovethe central disk. A plurality of stationary rods is affixed to the base,and these rods project upwards through the central disk where the fanswith the rotating ring turns around this central rod. Electrical coilscan be wrapped around each of the stationary rods. A plurality ofmagnets can be arranged to hang from the rotating ring of the fanchamber in such a way that they surround the coils around the stationaryrod in the generator chamber. A first/inner bearing connects the rod toan inside sidewall of the rotating ring. A second/outer bearing connectsan outer sidewall of the rotating ring to the central disk. In anotherembodiment, the upright fan chamber and generator chamber arecomplemented by a mirror image of an upside down generator chamber andfan chamber. The two generator chambers are contiguous whereas the fanchambers are on top and bottom of the generator chambers.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a prior art rear wheel drive transmission system.

FIGS. 2A and 2B illustrate a system for continual electrical powergeneration for a moving vehicle according to an embodiment.

FIG. 3A illustrates a prior art passive wheel attached to an independentsuspension system.

FIG. 3B illustrates a prior art ball bearing cage used on a rear wheelhub.

FIGS. 3C-3H illustrate a system for continual electrical powergeneration for a moving vehicle according to another embodiment.

FIGS. 4A-4C illustrate a system for continual electrical powergeneration for a moving vehicle according to another embodiment.

FIG. 5 illustrates a system for continual electrical power generationfor a moving vehicle according to an embodiment.

FIGS. 6A-6F illustrate a system for continual electrical powergeneration utilizing a combination of solar and wind energy according toan embodiment.

FIG. 7A illustrates a wind energy unit according to an embodiment.

FIG. 7B illustrates a front plane section cut view of the wind energyunit according to an embodiment.

FIG. 7C illustrates a front plane section cut view of the wind energyunit according to another embodiment.

FIG. 8 illustrates an energy flow block diagram according to anembodiment.

DETAILED DESCRIPTION

It is to be understood that the figures and descriptions of the variousembodiments of the present invention have been simplified to illustrateelements that are relevant for a clear understanding of the variousembodiments of the present invention, while eliminating, for purposes ofclarity, many other elements found in typical methods and systems forproviding electrical energy to a vehicle. However, because such elementsare well known in the art, and because they do not facilitate a betterunderstanding of the present invention, a discussion of such elements isnot provided herein. The disclosure herein is directed to all suchvariations and modifications known to those skilled in the art.

According to an embodiment, the system for continual electrical powergeneration in a moving hybrid or electric vehicle (“system”) comprises agenerator having a novel coil-and-magnet arrangement around one or morevehicle components/modified components.

FIG. 1 is an isometric view of a conventional rear wheel drivetransmission system (prior art). In a front-engine rear-wheel-drive car,power generated in the engine is transmitted from the motor through theclutch and the gearbox to the rear axle by means of a power/drive shaftand a rear differential. A drive shaft is configured to transmit torqueand rotation. Drive shafts are made of steel, steel alloys, aluminum,composite materials, carbon fiber or combinations of these to withstandeffective torque transmission.

FIGS. 2A and 2B illustrate an embodiment of a system 200 for continualelectrical power generation in a moving vehicle. The system 200 involvesa novel design for a drive shaft 210. The drive shaft 210 comprises agenerator having a stationary electrical conductor and rotating magnetarrangement. The drive shaft 210 may be a tubular or solid shaft. Theouter surface of the shaft 210 includes a plurality of elongated ridges215. Each ridge 215 partitions the shaft 210 into a plurality ofsections or recesses. The recesses between the ridges 215 extendsubstantially the entire length of the shaft 210. Magnets 220 areembedded/overlaid within the recesses between the ridges 215. Themagnets 220 are configured to rotate along with the shaft 210. In analternate embodiment, elongate strips of magnetic tape having anadhesive back can be surface mounted on the power shaft 210.

An electrical conductor, such as, a wire 230 is substantially wrappedover the length of the shaft 210. The wire 230 is a cylindrical coil.The coil 230 is configured to be separated by an air gap from themagnets on the shaft 210. The air gap between the shaft 210 and the coil230 can be about 0.3 to 2 mm. The coil 230 can be made of any suitablematerial, such as, copper. The coil 230 is stationary while the magnets220 and the shaft 210 are configured to be rotatable. The powergenerated by magnet 220 and coil 230 will depend on the length anddiameter of the drive shaft 210.

The coil 230 can be connected to the chassis 207 by means of a supportmember 232 to make the coil stationary. The support member 232 includesa body member 234A and two side-arm members 234B, 234C disposed oneither side of the body member 234A. The side-arm members 234B, 234C canbe configured to extend downward from the chassis 207. The ends of theside-arm members 234B, 234C are positioned between turns of the coil230.

When the vehicle engine (not shown) is started, the shaft 210 and themagnets 220 are rotated creating the electrical energy between the coil230 and the magnets 220. This causes the electrons in the coil 230 tomove, thereby creating an electric current in the coil 230. Theelectricity that is generated is configured to be stored in a battery(not shown). The battery can be any conventional battery, such asLithium ion batteries—used to power EV or hybrid vehicles. Thissubstantially increases the range of the battery. Similar arrangementcan be made around any rotating rod including the front and rear axlesin the front wheel and the rear wheel drive vehicles respectively.

FIG. 3A illustrates a conventional passive wheel 305 attached to anindependent suspension system. Many front wheel drive modern vehiclesinvolve passive rear wheels FIG. 3B illustrates the conventionalarrangement of a rear wheel going into independent suspension. The keycomponent is the bearing that connects the wheel to the independentsuspension. The bearing includes a set of steel ball bearings which areheld together in a metal ring. The bearing includes an outer rotatingring 315 which is attached to the wheel and an inner stationary ring 310which is attached to the vehicle's independent suspension. The bearingsconnect the rotating wheels to the stationary suspension.

As described with reference to FIGS. 3C-3H, another embodiment of asystem for continual electrical power generation in a moving vehicle isdisclosed. The system is the passive wheel 300 and comprises a noveldesign for the inner stationary ring 310 having a generator with a novelstationary coil and rotating magnet arrangement on the passive wheel300. The inner stationary ring 310 can be configured with an extensionmember 320A, 320B (collectively “320”). The extension members 320 areaffixed to a central portion of the inner stationary ring 310. Theextension members 320 are configured to be non-rotatable. The innerstationary ring 310 and the extension members 320 are non-rotatable. Thelength of the extension members 320 can be adjustable. For example, itcan be around 10 inches-12 inches.

As shown in FIG. 3C, the extension members 320 can include a cylindricalrod member 320A having a substantially hollow interior to eliminateunwanted weight or stress on the vehicle. However, in anotherembodiment, as shown in FIG. 3D, the extension member can also be asolid rod 320B.

As shown in FIG. 3E, a cylindrical coil 330 can be tightly wrappedaround the extension member 320. An array of extended bolts/pins 335 canbe positioned around the extension member 320. The extension pins 335can be made of solid steel or other equally strong material. Theextension pins 335 can be configured to connect the passive wheel 300 tothe outer rotating ring 315.

As shown in FIG. 3F, a plurality of magnets 340 can be glued or screwedon to an inner surface of the wheel rim. The plurality of magnets 340can be arranged such that the magnets encircle the extension member 320having the cylindrical coil 330 wrapped around it. The magnets 340 areconfigured to rotate with the wheel 300 around the coil 330 andelectricity is generated. The electricity that is generated can bestored in the battery

In another embodiment, as shown in FIGS. 3G-3H, in lieu of theaforementioned pins 335, a ring-shaped cylindrical member 350A, 350B(collectively “350”) can connect the passive wheel 300 to the rotatingring 315. As shown in FIG. 3G, the cylindrical member 350A cancompletely enclose the extension member 320 having the cylindrical coil330 wrapped around it. In an alternate embodiment, as shown in FIG. 3H,the cylindrical member 350B can partially enclose the extension member320 having the cylindrical coil 330 wrapped around it. The cylindricalmember 350B includes a plurality of grooves or cut-outs along the body.The cylindrical member 350A, 350B can be affixed to the wheel 300 with aplurality of fasteners, such as, nuts or bolts 360. The cylindricalmember 350A, 350B, with the wheel, can be configured to rotate aroundthe non-rotating extension member 320. The electricity that is generatedcan be stored in the battery, used to run the motor or both.

FIGS. 4A-4C illustrate another embodiment of a system 400 for continualelectrical power generation for a moving vehicle. The system comprises anovel design for a front axle (active or rotating hollow axle), and apair of solid extension rod members. The front axle is hollow andcapable of being rotated with the front differential. As described, agenerator comprising a stationary coil and rotating magnets is providedto generate electricity when the vehicle is in motion. Stationary coil440 can be attached/coupled to a first end of the extension rod members.A plurality of magnets 340 can be arranged over the stationary coils 440inside the wheel rims, rotating with the hollow axle. The magnets can beconfigured to rotate around the stationary coil 440 to generateelectricity. The front axle comprises a first cylindrical member 410Aand a second cylindrical member 410B. A pair of solid extension rodmembers 420A, 420B are fitted within either ends of the firstcylindrical member 410A and the second cylindrical member 410B. Thesolid extension rod members 420A, 420B extend beyond the length of thefront axle and project beyond the rotating hollow axles 410A and 410B.

A second end of each solid extension rod members 420A, 420B is securelycoupled to a first end of a stem/central rod member that projectsoutward from either side of a ball-shaped member 430, positioned insidethe front deferential 405. The ball-shaped member 430 can be made of apolymeric material. In an embodiment, the ball-shaped member 430 is madeof rubber. The ball-shaped member 430 is configured to prevent the solidextension rod members 420A, 420B from rotating inside the firstcylindrical member 410A and the second cylindrical member 410B and canallow the turning of the vehicle to the right or left. As shown in FIG.4C, a coil 440 can be attached to a first end of the stationary solidextension rod members 420A, 420B. The wheel with magnets 340 can beconnected to the hollow axle.

FIG. 4B illustrates the solid rods 420A, 420B connected to theball-shaped member 430 via the stem/central rod member 411 inside thedifferential 405. The differential box 405 includes the bases for therods and the rods screwed into bases from either side. The differentialbox 405 is configured such that the rods can easily be replaced withoutopening the differential.

Another embodiment of a system 500 for continual electrical powergeneration for a moving vehicle is illustrated in FIG. 5. The system 500comprises a novel design for a drive shaft or the front and back axlesin a moving train having a generator comprising a stationarycoil-and-rotating magnet arrangement. As shown, magnets 510 can bearranged along the outer surface of the axles 505 of the moving trainsconnected to the left and right wheels. Cylindrical coils 520 arewrapped over the magnets 510. An air gap separates the coil 520 from themagnets 510. The coils 520 are held in a stationary position by coilsupport members 511. When the magnets are actuated by the movement ofthe axles, electricity is generated. The electricity can be stored inthe battery, run the motor or both.

FIGS. 6A-6H illustrate yet another embodiment of a system 600 forcontinual electrical power generation using one or more renewable energysources, such as, solar and wind energy. As shown in FIG. 6A, the system600 includes a hybrid solar and wind energy generator 610 for providingelectricity to the battery of the vehicle. The energy generator 610includes a housing 612. A photovoltaic unit 620 arranged along a topsurface of the housing 612. A wind energy unit 630 is arranged along aninside surface of the base of the housing 612. The energy generator 610is configured to be mounted on a rack 615. The rack 615 includestelescoping attachments 617 that can be attached to a top frame 605 of avehicle using screws 618 or other fasteners.

The photovoltaic unit 620 includes a conventional or 3-D photovoltaicpanel 621. The 3-D panel 621 includes a plurality of recesses 622 and acentral protrusion. Each recess 622 has a plurality ofphotovoltaic/solar cells 623 arranged along its inside sidewalls 624. Asubstantially conical-shaped protrusion is formed along the center ofeach recess 622. The sides 625 and top surface 627 of each protrusioncan be configured with mirrors or other light reflectors. Alternatively,in another embodiment, the photovoltaic cells 623 can be arranged on theprotrusion and the reflectors can be on the sidewalls 624. Thisarrangement can facilitate an intermittent recycling of light inside thephotovoltaic unit 620 to provide a continual source of solar energy fora moving vehicle, as described in Applicant's prior patents, U.S. Pat.Nos. 9,287,428, 10,079,571, 10,097,135 and U.S. patent Ser. No.10/439,552, all of which are incorporated by reference herein.

FIGS. 6B-6C illustrate a view of the housing 612 without its topsurface. The housing 612 is substantially enclosed on all sides exceptfor its front. The housing 612 includes a plurality of openable panels632A arranged along its rear end. The panels 632B can be positionedalong one sidewall of the housing. In the front wall of the housing 612there are slats 634. These slats are oriented such that the incoming airis directed to only one side. The panels 632A are spring loaded andconfigured to be opened under the pressure exerted by air flowing inthrough the front of the unit 612 and directed to the back through oneside or the other. As shown in FIG. 6C, the rear end is slightlyrounded. When the vehicle is moving slowly, air can recirculate in thehousing 612 and the panels 632A remain in a closed position. This canensure optimal spinning of the blades of the devices 640, and the airfinally can get out through 632B. When the vehicle picks up speed, thepanels 632A are opened due to the pressure exerted by incoming air. Thisfacilitates the expulsion of just enough air to avoid resistance for thevehicle. The remaining air will get out of the housing 612 through theside panels 632B.

Elongated vertical slats 634 are located along the front of the housing612. The slats 634 are oriented such that the blades of all the fans 640can turn either clockwise or anticlockwise due to incoming air. Thedrawing is to show the air directed to the left so that the fans turnclockwise and the air finally gets out of the right side of the fan boxthrough the side panels 632B.

FIG. 6C represents the entire housing unit 612. It has a top fancompartment 645 and a bottom generator compartment 647 separated by acentral disk 646. At the bottom of the generator compartment 647 is thebase 648. An array of fan-like devices 640 are fitted within the fancompartment 645. A predetermined number of devices 640 can be arrangedin multiple rows. The number of devices 640 in each row can be varied,as needed, to facilitate optimal energy generation. The devices 640 ineach row may be separated by a predetermined gap from the devices in anadjacent row. The devices 640 in each adjacent row are arranged suchthat the devices in a, for example, second row are positioned beneaththe gaps in the first row and so on to allow an optimal air flow in thefan compartment 645 of the housing 612.

FIG. 6D illustrates a front plane cut view of a device 640 coupled tothe base/flooring 648 of the housing 612. The devices 640 are configuredto generate electricity utilizing the energy of the incoming air. Eachdevice 640 comprises: a fan compartment 645, a central disk 646, agenerator box 647 and a base plate 648. The central disk 646 separatesthe fan compartment 645 from the generator compartment 647.

The device 640 further includes a plurality of blades 638 affixed to arotating ring 639. The rotating ring 639 is arranged above the centraldisk 646. The blades 638 can have any shape. Preferably, the blades 638are shaped/designed based on the anticipated angle of airflow andupstream and downstream velocity fields.

A plurality of stationary rods 641 are affixed to the base 648, andprojects into the fan compartment through the central disk. The fanblades with the rotating ring rotates around this projection ofstationary rod from the base through the central disk. One or moreelectrical coils 642 are wrapped around rods 641. The coils 642 arearranged beneath the central disk 646. A plurality of magnets 643 arearranged hanging from the rotating ring 639, capable of rotating aroundthe central rods 641 with its coil 642. The magnets 643 are configuredto revolve around the coil 642.

A first/inner bearing 644 connects the rod 641 to an inside sidewall ofthe rotating ring 639. This facilitates holding the device 640 in anoptimal position thereby facilitating the rotation of the device 640 onthe rod 641. It is again noted that rods 641 are configured to bestationary. A second/outer bearing 649 connects an outer sidewall of therotating ring 639 to the central disk 646. The central disk 646 isconfigured to absorb the rotational torque and forces on the centraldisk 646 thereby ensuring the stability of the device 640. The devices640 are configured to turn smoothly and easily and in one direction onlywith the incoming air because of the vertical slats 634 arranged alongthe front of the housing 612 and by a predetermined judicious weightdistribution on the fan blades 638.

FIG. 6E illustrates a schematic of how the energy collected in theenergy generator 600 is transmitted to a battery (not shown). FIG. 6Eillustrates a series connection. However, the connections can be inseries, parallel or a combination of the two. The magnet-coilarrangement on the device 640 generates alternating current (AC) whichcan be converted to direct current (DC) via a bridge diode rectifier.After rectification, they can be connected to the controller either inparallel or series. A parallel connection will source a higher current,while connecting them in series will result in higher voltage.

As shown in FIG. 6F, the energy generator 610 comprising either thephotovoltaic unit 620 and/or the wind energy unit 630 can be arrangedalong the roof, on top of the hood, on top of the trunk, side and/orunder the footboard or any other feasible open area of vehicle 606.

FIGS. 7A-7C illustrates another embodiment of the wind energy unit.Unlike the aforementioned wind energy unit 630, the wind energy unit inthis embodiment includes a two-tiered arrangement. In this arrangement,a first tier housing 712A includes a plurality of panels 732A2 arrangedalong its rear end and a plurality of panels 732B2 arranged along afirst side 733A of housing 712A. Slanting vertical slats 734A arearranged along the front of the first tier housing 712A. A second tierhousing 712B is arranged above the first tier 712A. The second tier 712Bincludes a plurality of panels 732A1 arranged along a rear end and aplurality of panels 732B1 arranged along a first side first side 733B ofhousing 712B. Slanting vertical slats 734B are arranged along the frontof the housing 712B. A plurality of devices 740 having rotating bladescan be arranged inside the fan compartment of the first and second tiers712A, 712B. In between the first and second tier housings 712A and 712Bare the generator compartments 735A, 735B.

FIGS. 7B-7C illustrates front plane section cut views of wind generator.It is noted that the various components of the devices 740 are likethose illustrated and described earlier with reference to FIG. 6D. Asillustrated in FIG. 7B, the devices 740 can be positioned in an opposingorientation within the first tier housing 712A and the second tierhousing 712B at a predetermined offset distance so that compartment 735can be shared by the housings 712A, 712B.

In another embodiment, as shown in FIG. 7C, the devices 740 can bepositioned in an opposing/offset orientation within the first tierhousing 712A and the second tier housing 712B but without any offsetdistance (as shown in FIG. 7B). The stationary rods 741A and 741B areaffixed to a common base plate 751 similar to the base plate 648 of theprevious embodiment. The base plate 751 separates adjacent compartments735A and 735B. The central plate 646 in FIG. 6D will be similar to thecentral plates 761A, 761B in this arrangement.

FIG. 8 illustrates a block diagram of the energy flowing through variouscomponents of the various embodiments of the system for generatingcontinual energy discussed herein. The photovoltaic cells (as discussedwith reference to FIG. 6A) are connected directly to a controller. Thevarious stationary coils and rotatable magnet arrangements, as describedherein, are connected to the controller via bridge diode rectifiers. Thecontroller has a microcontroller which, using sensors, monitors incomingand outgoing power generated to transfer it to a battery system. Thesensors can also monitor the photovoltaic cells, magnet-coilarrangements and battery to ensure that they function at a desired rangeof voltage, current and temperature. When power is supplied to thecontroller, a voltage regulator system maintains a set voltage levelusing a DC-DC converter such as a buck or boost converter and a currentregulator to keep the supplied current constant. Once the batteryapproaches a set voltage, indicating the battery is full, the chargecontroller turns on a dump load. A dump load is also necessary in orderto redirect extra electricity away from the battery. The dump load cantake the extra energy and transformed it into thermal energy. To preventthe heat from radiating inside the car, the dump load can be positionedoutside the car with a cooling fan system/liquid cooling system, oroutside wind.

Part of electricity generated in the various embodiments disclosedherein is dependent on the energy needed for running the vehicle.Additional renewable energy production is based on factors that do notdepend on the energy needed to run the vehicle. For instance, solarenergy is independent of the energy needed to run the vehicle. The windenergy discussed above is also independent of the energy needed to runthe vehicle. Therefore, the embodiments of the present invention canutilize the relative motion between the vehicle and the surroundingatmosphere to generate a continual source of electricity for thevehicle.

The following description presents several preferred embodiments of thepresent invention in sufficient detail such that those skilled in theart can make and use the invention. As used herein, the words“comprise,” “have,” “include,” and all grammatical variations thereofare each intended to have an open, non-limiting meaning that does notexclude additional elements or steps.

Therefore, the present invention is well adapted to attain the ends andadvantages mentioned as well as those that are inherent therein. Theparticular embodiments disclosed above are illustrative only, as thepresent invention may be modified and practiced in different butequivalent manners apparent to those skilled in the art having thebenefit of the teachings herein. Furthermore, no limitations areintended to the details of construction or design herein shown, otherthan as described in the claims below. It is, therefore, evident thatthe particular illustrative embodiments disclosed above may be alteredor modified and all such variations are considered within the scope andspirit of the present invention.

1. A system for continual electrical power generation in a movingvehicle, comprising: (A) a generator, the generator having one or morestationary electrical coil and a plurality of rotating magnets; and (B)one or more vehicle components, wherein the electrical coil and themagnets are arranged along the one or more vehicle components togenerate electricity, wherein the one or more vehicle componentscomprises at least one of: (i) a modified drive shaft or a front andback axle, wherein the plurality of the magnets is overlaid on the driveshaft or the front and back axles, and wherein the at least oneelectrical coil is wrapped over the drive shaft or the front and backaxles; (ii) an outer bearing cage for a passive rear wheel, wherein thebearing cage comprises a modified inner stationary ring attached to thevehicle's independent suspension, wherein the modified inner stationaryring comprises a non-rotatable extension member, wherein the electricalcoil is wrapped around the extension member, and wherein the pluralityof magnets is arranged such that the magnets encircle the extensionmember; (iii) a modified hollow front axle, wherein the modified frontaxle includes: (1) a first cylindrical member and a second cylindricalmember, and (2) a first solid extension rod member fitted within thefirst cylindrical member and a second solid extension rod member fittedwithin the second cylindrical member, wherein an electrical coil isattached to a first end of each of the first and second extension rodmembers, and wherein the plurality of magnets is arranged over each ofthe electrical coils; and (iv) a left and a right axle of a moving trainconnected to a left and right wheel, wherein the plurality of magnets isarranged along the outer surface of each of the axles, and wherein acylindrical coil overlays the plurality of magnets.
 2. The systemaccording to claim 1, wherein an outer surface of the drive shaft or thefront and back axles comprises a plurality of elongated recesses, andwherein the recesses extend the length of the drive shaft.
 3. The systemaccording to claim 2, wherein the magnets are embedded within therecesses.
 4. The system according to claim 1, wherein there is an airgap between the electrical coil and the magnets overlaid on the driveshaft or the front and back axles.
 5. The system according to claim 4,wherein the electrical coil is configured to be stationary while themagnets are configured to rotate with the drive shaft or the front andback axles.
 6. The system according to claim 1, wherein the extensionmember is affixed to a central portion of the inner stationary ring. 7.The system according to claim 6, wherein the extension member comprisesat least one of a solid rod member or a hollow rod member.
 8. The systemaccording to claim 7, further comprising at least one of: (i) an arrayof bolts positioned around the extension member, wherein the bolts areconfigured to connect a passive wheel to a rotor; or (ii) a ring-shapedcylindrical member, wherein the ring-shaped cylindrical member isconfigured to connect a passive wheel to a rotor.
 9. The systemaccording to claim 1, wherein a second end of the first and secondextension rod members are securely coupled to a first end of a centralrod member, wherein the central rod member projects outward from aball-shaped member.
 10. The system according to claim 9, wherein theball-shaped member is configured to prevent the first and secondextension rod members from rotating inside the first cylindrical memberand the second cylindrical member respectively.